System and method for controlling and/or regulating the handling characteristics of a motor vehicle

ABSTRACT

A system for controlling and/or regulating the driving response of a motor vehicle having at least two wheels includes at least one sensor device ( 12 ), which detects a wheel speed of at least two wheels ( 12 ), and further includes a data processing device ( 16 ), which determines at least one motion relationship of at least two wheels ( 10 ) relative to one another according to the wheel speeds detected. As described, the data processing device ( 16 ) establishes at least one cornering motion variable of the vehicle according to the at least one motion relationship determined. A corresponding method is also described.

[0001] The present invention relates to a system for controlling and/or regulating the driving response of a motor vehicle having at least two wheels, including: at least one sensor device, which detects wheel speeds of at least two wheels, and a data processing device, which determines at least one motion relationship of at least two wheels relative to one another according to the wheel speeds detected.

[0002] In addition, the present invention relates to a method of controlling and/or regulating the driving response of a motor vehicle having at least two wheels, preferably to be implemented by the system according to the present invention, including the following steps: detecting wheel speeds of at least two wheels, and determining at least one motion relationship of at least two wheels according to the wheel speeds detected.

BACKGROUND INFORMATION

[0003] Systems for regulating the driving response of a motor vehicle, such as TCS, ABS, and ESP, are known. As a rule, these systems intervene in the operating state of the vehicle on the basis of slip, i.e., the instantaneous wheel slip is monitored by sensors and kept in a favorable range by changing a driving torque which is output by the engine and/or by changing wheel brake pressures. As a rule, this range is one in which the greatest possible coefficient of friction between the wheel and the driving surface may be utilized.

[0004] In contrast to straight-ahead driving, errors may be made in establishing the wheel slip actually occurring during cornering due to differing wheel velocities of the individual vehicle wheels.

[0005] An error of this type occurs because the Ackermann condition is maintained in axle pivot steering, which is currently typical. The Ackermann condition defines the position of the individual wheels of a motor vehicle during travel through curves and requires that the extended rotational axes of all wheels of a motor vehicle intersect in one point. This point is then the instantaneous pole around which the vehicle rotates. Since the rear wheels of a motor vehicle are, as a rule, not steerable, the instantaneous pole is typically on an extension of the rotational axis of the rear wheels, which are arranged essentially coaxially. All wheels of the vehicle then have a different distance from the instantaneous pole and therefore have different wheel speeds and/or wheel velocities during travel through curves, from which devices which determine the wheel slip with reference to a comparison of wheel speeds of different wheels establish an apparent wheel slip without it actually existing.

[0006] In vehicles having front-wheel drive, too high a slip, i.e., positive slip, is recognized due to the geometrical slip, while in vehicles having rear-wheel drive, too low a slip, i.e., trailing slip, is recognized.

ADVANTAGES OF THE INVENTION

[0007] The present invention is refined in relation to the system according to the definition of the species in that the data processing device establishes at least one cornering motion variable of the vehicle according to the at least one motion relationship determined.

[0008] This system allows very precise establishment of the at least one cornering motion variable using low outlay for sensors. In this case, only wheel speeds are detected and the establishment of the at least one cornering motion variable is thus based on the actual conditions prevailing between the driving surface and the wheels. Using the present invention, it is possible, for example, to carry out methods for control and/or regulation of the driving response of the vehicle on the basis of the precisely established cornering motion variable with greater precision than before.

[0009] A suitable motion relationship is, for example, a speed differential between two wheels, preferably between two wheels arranged at a distance from one another in the transverse vehicle direction, for example between two front wheels and/or between two rear wheels. From this speed differential it may be directly derived that the vehicle is cornering. In this case, the speed differential of the steered wheels in the steered state may be different from the speed differential of the unsteered wheels. Due to the proportionality between wheel speed and translational wheel velocity, the statements made above and in the following apply both for speeds and for translational wheel velocities, i.e., for the velocity of a wheel center point.

[0010] A yaw rate and/or a curve radius and/or a transverse acceleration and/or a geometrical slip of the vehicle may be established from such a speed differential as a cornering motion variable. The apparent slip described above which arises due to the Ackermann condition being observed is referred to as geometric slip.

[0011] To establish the speed differential between two wheels, in the system according to the present invention, at least two wheels lying opposite one another in the transverse vehicle direction, preferably additionally at least two wheels arranged one behind the other in the longitudinal vehicle direction, and particularly preferably every wheel of the vehicle, may each be assigned a sensor device. The more wheels assigned a sensor device of this type, the more precisely the at least one cornering motion variable may be established.

[0012] A tire sensor device and/or a wheel bearing sensor device may be considered as a suitable sensor device. The advantage of these sensor devices is that they may detect wheel speeds directly on the wheel and, in addition, are capable of detecting additional information about forces acting between wheel and driving surface. Of course, the detection of the wheel speed using a typical speed sensor, such as one including a pulse ring and a sensor, is also conceivable, such as that used in antilock braking systems. The present invention is advantageous in this connection in that only one single type of sensor, namely a sensor detecting the wheel speed, is sufficient.

[0013] In order to be able to make the detected and/or established values available for processing, the system may include a memory device. Selected vehicle geometry data are advantageously stored in this memory device, with reference to which, together with the wheel speeds detected, the at least one cornering motion variable may be established.

[0014] According to one aspect of the present invention, the data processing device may, according to the at least one cornering motion variable established, perform a correction of a motion variable, for example the vehicle velocity or a wheel slip, which is calculated from the wheel speeds detected.

[0015] In addition, the data processing device may output an actuating signal to enhance the traffic safety according to the cornering motion variable established, the system advantageously further including an actuator which influences an operating state of the motor vehicle according to the actuating signal. Subsequently, the vehicle velocity may, for example, be regulated according to the yaw rate and/or the transverse acceleration established.

[0016] The number of components necessary for implementing the system according to the present invention may be kept low if the data processing device and/or the actuator is/are assigned to a device for controlling and/or regulating the driving response of a motor vehicle, such as a TCS, an antilock braking system, or an ESP system.

[0017] The control and/or regulation of the driving response may be improved through a corresponding device in that the device for controlling and/or regulating the driving response of a motor vehicle selects control and/or regulation algorithms as a function of the at least one cornering motion variable established.

[0018] In one case, for example, the actuator may be assigned to a TCS and/or be part of a TCS which switches between traction-prioritized and driving stability-prioritized regulation as a function of the curve radius established, preferably taking the vehicle velocity into consideration. Therefore, for example, for small curve radii, regulation may be performed in such a way that the highest possible traction is achieved, while for greater curve radii—and possibly at higher vehicle velocities—high driving stability is given priority.

[0019] In other words, the advantages of the present invention are achieved through a system for controlling and/or regulating the driving response of a motor vehicle having at least one wheel, the geometrical slip and/or the curve radius and/or the yaw rate of the vehicle being established from the wheel motion behavior detected.

[0020] The present invention is based on the method according to the definition of the species in that it also includes a step of establishing at least one cornering motion variable of the vehicle according to the motion relationship determined. Using the method according to the present invention, the advantages cited above in connection with the system according to the present invention are also achieved, for which reason reference is expressly made to the description of the system according to the present invention for supplementary explanation of the method.

[0021] As was already explained, it is advantageous for establishing the at least one cornering motion variable if a speed differential between two wheels is determined as a motion relationship. This is preferably a speed differential between two wheels arranged at a distance from one another in the transverse vehicle direction, for example between the front wheels and/or between the rear wheels.

[0022] A particularly precise establishment of the at least one cornering motion variable is made possible if the wheel speed of as many vehicle wheels as possible is detected, preferably all of them.

[0023] A yaw rate of the vehicle may be calculated particularly easily as a cornering motion variable from a speed differential between two wheels arranged at a distance from one another in the transverse vehicle direction. For this purpose, only knowledge about the geometrical ratios of the vehicle is additionally necessary. This information may be stored in a memory device. Furthermore, a curve radius may be established as a cornering motion variable with the aid of the yaw rate. To establish the curve radius, it is, for example, sufficient to know an average velocity of non-driven wheels and the yaw rate, it being possible to calculate the average velocity of non-driven wheels from corresponding wheel speeds of these wheels through averaging. In some circumstances, establishing the curve radius directly from the speeds of the vehicle wheels while taking the Ackermann condition or the track width into consideration is also conceivable. A transverse acceleration of the vehicle may also be established as a cornering motion variable from the average velocity of non-driven wheels and the yaw rate.

[0024] In addition, as was described in connection with the system according to the present invention, the geometrical slip of the vehicle produced by observing the Ackerman condition during cornering may be established as a cornering motion variable. If this apparent slip is known, variables derived from the wheel speeds, such as vehicle velocity and wheel slip, may be corrected appropriately and determined more precisely. Furthermore, the established geometrical wheel slip of the wheels on the inside of the curve may advantageously be taken into consideration for the slip threshold calculation of slip-based control and/or regulation devices and the precision of the control and/or regulation may be enhanced in this way. These types of devices are, for example, antilock braking systems, TCS, and/or ESP systems.

[0025] The geometrical slip of the wheels on the outside of the curve may be used as a gauge for the possible lateral traction of the vehicle during cornering and, in addition, may be taken into consideration for an SDOC determination. The abbreviation SDOC stands for “system deviation outside curve” in this case.

[0026] More extensive information on the precise establishment of the cornering motion variables cited is given further below in connection with the description of the figures.

DRAWING

[0027] The present invention is described in more detail in the following with reference to the associated drawing.

[0028]FIG. 1 shows a block diagram of a system according to the present invention;

[0029]FIG. 2 shows a flowchart of a method according to the present invention for establishing cornering motion variables of the vehicle;

[0030]FIG. 3 shows a diagram which illustrates the geometrical ratios of two wheels arranged on the same vehicle side, left or right, during cornering.

DESCRIPTION OF THE EXEMPLARY EMBODIMENTS

[0031]FIG. 1 shows a block diagram of a system according to the present invention. Each wheel 10 is assigned a wheel speed sensor device 12 in this case. Reference number 10 of the wheels is provided with two identifying letters to identify the position of the respective wheel on the vehicle. In this case, l means left, r right, f front, and b rear. Sensor devices 12 assigned to wheels 10 are identified in the same way.

[0032] Sensor devices 12 are connected via data lines 14 to a data processing device 16. Data processing device 16 is in turn connected to a memory device 18 and a TCS 20 for data transmission.

[0033] Front wheels 10 lf and 10 rf are steerable in the example illustrated, rear wheels 10 lb and 10 rb are not. Sensor devices 12 detect the speeds of respective wheels 10 assigned to them and supply corresponding signals to data processing device 16 via data lines 14. Data processing device 16 calculates an average translational wheel velocity of the non-driven wheels from the wheel speeds of the non-driven wheels. Data processing device 16 additionally reads vehicle geometry data from memory device 18 and, on the basis of this geometry data and on the basis of wheel velocity information, establishes an instantaneous yaw rate, a curve radius of the curved road instantaneously traversed, a transverse acceleration, and a geometrical slip of the wheels on the inside of the curve and the wheels on the outside of the curve. The calculated variables cited above are finally stored by data processing device 16 in memory device 18, where they are available to TCS 20.

[0034] Sensor devices 12 may be part of the TCS, which typically has wheel speed sensors available for slip-based regulation in any case. Data processing device 16 and memory device 18 may also be part of TCS 20.

[0035] Instead of a TCS, device 20 may also be another slip-based system for controlling or regulating driving response, such as an ESP system or an antilock braking system.

[0036]FIG. 2 shows a flowchart of an embodiment of the method according to the present invention in the scope of the present invention, the wheel speeds of the individual wheels being detected and cornering motion variables being established therefrom. First, the meaning of the individual steps will be indicated:

[0037] S01: Detecting an instantaneous wheel speed of each wheel.

[0038] S02: Establishing an average wheel velocity of the non-driven wheels.

[0039] S03: Establishing a differential velocity of the non-driven wheels.

[0040] S04: Establishing an instantaneous yaw rate of the vehicle.

[0041] S05: Establishing an instantaneous transverse acceleration.

[0042] S06: Establishing a curve radius of the curved road instantaneously traversed.

[0043] S07: Establishing a wheel slip.

[0044] S08: Establishing a geometrical slip for the wheels on the inside of the curve and the wheels on the outside of the curve.

[0045] S09: Correcting the wheel slip established.

[0046] S10: Relaying the data established to the memory device.

[0047] The method sequence shown in FIG. 2 may be performed in this way or in a similar way in a rear-wheel drive vehicle or even in a front-wheel drive vehicle. In step S01, wheel speeds are detected at every wheel of the vehicle and relayed to data processing device 16.

[0048] From this information, first an average wheel velocity of the non-driven wheels v_(avg) _(—) _(non) _(—) _(driven) is calculated in step S02 through averaging. The translational wheel velocity results from the wheel speed detected, multiplied by the wheel radius and the factor 2Π.

[0049] Furthermore, in step S03, a differential velocity of the non-driven wheels Δv_(non) _(—) _(driven) is established from the wheel speeds detected:

Δv _(non) _(—) _(driven)=(n _(non) _(—) _(driven) _(—) _(oc) −n _(non) _(—) _(driven) _(—ic) )·r _(wheel)·2Π,

[0050] n_(non) _(—) _(driven) _(—) _(ic/oc) being the wheel speeds of the non-driven wheels on the inside of the curve (ic) and on the outside of the curve (oc), respectively, and r_(wheel) being the radius of the wheels.

[0051] In step S04, instantaneous yaw rate ω is established from the average wheel velocity of the non-driven wheels established and the differential velocity of the non-driven wheels, taking into consideration the vehicle geometry data stored in memory device 18, such as track width Twi and wheelbase L. This is performed, for example, via the following equations:

[0052] a.) for rear-wheel drive vehicles: ${\omega = {\frac{\Delta \quad v_{non\_ driven}}{{Twi} \cdot {\cos (\delta)}} \cdot \frac{1}{1 + {{c1} \cdot v_{{avg\_ non}{\_ driven}}^{2}}}}},$

[0053] in which cos(δ)=1−0.5·δ² ${{and}\quad \delta} = {\frac{\Delta \quad {v_{non\_ driven} \cdot L}}{{Twi} \cdot v_{{avg\_ non}{\_ driven}}} = {\frac{\Delta \quad v_{non\_ driven}}{v_{{avg\_ non}{\_ driven}}} \cdot {c2}}}$

[0054] b.) for front-wheel drive vehicles: $\omega = {\frac{v_{{avg\_ non}{\_ driven}}}{Twi} \cdot {\frac{1}{1 + {{c1} \cdot v_{{avg\_ non}{\_ driven}}^{2}}}.}}$

[0055]

[0056] In this case, c1 and c2 are constants.

[0057] In subsequent step S05, an instantaneous transverse acceleration a_(trans) of the vehicle is calculated. In this case, this transverse acceleration may, for example, be determined through the detected wheel speeds, or the translational wheel velocities determinable therefrom, and the yaw rate of the vehicle. It results, for example, from:

a _(trans) =ω·v _(avg) _(—) _(non) _(—) _(driven)

[0058] Establishing the transverse acceleration may possibly be omitted. The method illustrated may then proceed without step S05.

[0059] In step S06, curve radius R of the curved road instantaneously traversed is established. This may be performed, for example, from average translational wheel velocity of the non-driven wheels v_(avg) _(—) _(non) _(—) _(driven) and yaw rate ω already established through:

R=v _(avg) _(—) _(non) _(—) _(driven)/ω

[0060] Alternatively, the curve radius may also be calculated approximately from: $R = \frac{v_{{avg\_ non}{\_ driven}} \cdot {Twi}}{\Delta \quad v_{non\_ driven}}$

[0061] Therefore, if one is only interested in knowing approximated curve radius R, which is necessary for establishing the geometrical slip, steps S04 and S05 in the method illustrated may be omitted. However, since yaw rate and transverse acceleration may be obtained easily and used for subsequent regulation methods solely by detecting and processing wheel speeds, these variables are established in a preferred embodiment of the method.

[0062] In step S07, a wheel slip is established for the wheels on the outside of the curve and for the wheels on the inside of the curve from the following equations: $\begin{matrix} {{\lambda_{insidecurve} = \frac{v_{frontwheel\_ insidecurve} - v_{rearwheel\_ insidecurve}}{v_{{non\_ driven}{\_ insidecurve}}}},} \\ {\lambda_{outsidecurve} = \frac{v_{frontwheel\_ outsidecurve} - v_{rearwheel\_ outsidecurve}}{v_{{non\_ driven}{\_ outsidecurve}}}} \end{matrix}$

[0063] In this case, v_(non) _(—) _(driven) _(—) _(insidecurve) is the translational velocity of the non-driven wheels on the inside of the curve, i.e., the front wheel in a rear-wheel drive vehicle and the rear wheel in a front-wheel drive vehicle. This applies analogously for the wheels on the outside of the curve.

[0064] In step S08, geometrical slip λ_(geom) for the wheels on the inside of the curve and the wheels on the outside of the curve is established on the basis of the following equations:

[0065] a.) For rear-wheel drive vehicles (indexing suffix RD):

[0066] a1.) For the pair of wheels on the inside of the curve (indexing suffix ic): $\lambda_{{geom\_ RD}{\_ ic}} = {1 - \frac{1}{\sqrt{1 + \left( \frac{L*\omega}{v_{rearwheel\_ ic}} \right)^{2}}}}$

[0067] or simplified as a power series: $\lambda_{{geom\_ RD}{\_ ic}} = {1 - \frac{1}{1 + {\frac{1}{2} \cdot \left( \frac{L*\omega}{v_{rearwheel\_ ic}} \right)^{2}}}}$

[0068] a2.) For the pair of wheels on the outside of the curve (indexing suffix oc): $\lambda_{{geom\_ RD}{\_ oc}} = {1 - \frac{1}{\sqrt{1 + \left( \frac{L*\omega}{v_{rearwheel\_ oc}} \right)^{2}}}}$

[0069] or simplified as a power series: $\lambda_{{geom\_ RD}{\_ oc}} = {1 - \frac{1}{1 + {\frac{1}{2} \cdot \left( \frac{L*\omega}{v_{rearwheel\_ oc}} \right)^{2}}}}$

[0070] b.) For front-wheel drive vehicles (indexing suffix FD):

[0071] b1.) For the pair of wheels on the inside of the curve (indexing suffix ic): $\lambda_{{geom\_ FD}{\_ ic}} = {\sqrt{1 + \left( \frac{L*\omega}{v_{rearwheel\_ ic}} \right)^{2}} - 1}$

[0072] or simplified as a power series: $\lambda_{{geom\_ FD}{\_ ic}} = {\frac{1}{2} \cdot \left( \frac{L*\omega}{v_{rearwheel\_ ic}} \right)^{2}}$

[0073] b2.) For the pair of wheels on the outside of the curve (indexing suffix oc): $\lambda_{{geom\_ FD}{\_ oc}} = {\sqrt{1 + \left( \frac{L*\omega}{v_{rearwheel\_ oc}} \right)^{2}} - 1}$

[0074] or simplified as a power series: $\lambda_{{geom\_ FD}{\_ oc}} = {\frac{1}{2} \cdot \left( \frac{L*\omega}{v_{rearwheel\_ oc}} \right)^{2}}$

[0075] The translational velocity of the front wheel or the rear wheel is indicated using v_(frontwheel) and v_(rearwheel), respectively. The indexing suffix “ic” or “oc” indicates which front wheel or which rear wheel velocity, that of the wheel on the inside of the curve or that of the wheel on the outside of the curve, is to be used. The equations used are described in more detail below in connection with FIG. 3.

[0076] In step S09, the values for the wheel slip of the pair of wheels on the inside of the curve and the pair of wheels on the outside of the curve established previously in step S07 are corrected by the values of the geometrical wheel slip established in step S08.

[0077] The corrected wheel slip values, the established values of the geometrical wheel slip, the established curve radius, the established transverse acceleration, the established yaw rate, the average wheel velocity of the non-driven wheels, the differential velocity of the non-driven wheels, and possibly the individually detected wheel speeds are subsequently relayed to the memory device in step S10, where they are available to the TCS for consideration during regulation of the driving response.

[0078] In FIG. 3, right front wheel 12 rf and right rear wheel 12 rb from FIG. 1 are shown for exemplary purposes as the pair of wheels on the inside of the curve during cornering in a right hand curve. The distance of front wheel 12 rf from rear wheel 12 rb corresponds to wheelbase L. Front wheel 12 rf is turned to the right by a steering angle α.

[0079] The wheels obey the Ackerman condition, as is typical in axle pivot steering, i.e., extended rotational axes 22 of right front wheel 12 rf and 24 of right rear wheel 12 rb intersect in instantaneous pole M on the extension of the rear axis. The vehicle turns instantaneously around this instantaneous pole M.

[0080] Since right rear wheel 12 rb has a distance R from instantaneous pole M, but right front wheel 12 rf has a distance R+ΔR from instantaneous pole M which is greater by ΔR, the wheels roll at different velocities on concentric circular trajectories 26 and 28 having instantaneous pole M as the center point.

[0081] Distance R of rear wheel 12 rb from instantaneous pole M is assumed to be approximately the curve radius of the instantaneously traversed curved roadway. Alternatively, if one begins from a curve radius R′ defined as a distance of instantaneous pole M from the vehicle center point (not shown), then, taking known track width Twi of the vehicle into consideration, one may determine distance R from instantaneous pole M as R=R′−½Twi for the wheels on the inside of the curve and correspondingly as R=R′+½Twi for the wheels on the outside of the curve. The curve radius may be established as previously indicated.

[0082] Due to the differing rolling velocities (the front wheel rotates faster due to the greater distance from instantaneous pole M), an error may arise in the wheel slip calculation. The wheel slip for a pair of wheels on the inside of the curve or on the outside of the curve is calculated as follows: $\lambda = \frac{v_{frontwheel} - v_{rearwheel}}{v_{non\_ driven}}$

[0083] The meaning of the individual formulaic symbols has already been described above. The translational wheel center point velocity for each wheel results from the product of the distance of the respective wheel from instantaneous pole M and yaw rate ω.

[0084] For a front-wheel drive having a non-driven rear wheel, the following equation therefore applies: $\lambda_{geom\_ FD} = \frac{{\left( {R + {\Delta \quad R}} \right) \cdot \omega} - {R \cdot \omega}}{R \cdot \omega}$

[0085] After canceling the yaw rate and calculating R+ΔR using the Pythagorean theorem, the following equation results: $\lambda_{geom\_ FD} = {\frac{\sqrt{\left( {R^{2} + L^{2}} \right)} - R}{R} = {\sqrt{1 + \left( \frac{L}{R} \right)^{2}} - 1}}$

[0086] furthermore, if R=v_(non) _(—) _(driven)/ω: $\lambda_{geom\_ FD} = {{\sqrt{1 + \left( \frac{L\quad \cdot \omega}{v_{non\_ driven}} \right)^{2}} - 1} = {\sqrt{1 + \left( \frac{L\quad \cdot \omega}{v_{rearwheel}} \right)^{2}} - 1}}$

[0087] results.

[0088] For simpler calculation by electronic computing systems, the root may be expressed as a power series ({square root}{square root over (1+x)}=1+½·x for small x). Then, for λ_(geom) _(—) _(FD): $\lambda_{geom\_ FD} = {\frac{1}{2} \cdot \left( \frac{L\quad \cdot \omega}{v_{rearwheel}} \right)^{2}}$

[0089] For a rear-wheel drive having non-driven front wheels, correspondingly: $\lambda_{geom\_ RD} = \frac{{\left( {R + {\Delta \quad R}} \right) \cdot \omega} - {R \cdot \omega}}{\left( {R + {\Delta \quad {R \cdot \omega}}} \right)}$

[0090] After canceling the yaw rate and calculating R+ΔR using the Pythagorean theorem: ${\lambda_{geom\_ RD} = {\frac{\sqrt{\left( {R^{2} + L^{2}} \right)} - R}{\sqrt{\left( {R^{2} + L^{2}} \right)}} = {1 - \frac{1}{\sqrt{1 + \left( \frac{L}{R} \right)^{2}}}}}},$

[0091] furthermore, if R=v_(driven)/ω: $\lambda_{geom\_ RD} = {{1 - \frac{1}{\sqrt{1 + \left( \frac{L\quad \cdot \omega}{v_{driven}} \right)^{2}}}} = {1 - \frac{1}{\sqrt{1 + \left( \frac{L\quad \cdot \omega}{v_{rearwheel}} \right)^{2}}}}}$

[0092] For simpler calculation by electronic computing systems, the root again may be expressed as a power series: $\lambda_{geom\_ RD} = {1 - \frac{1}{1 + {\frac{1}{2} \cdot \left( \frac{L\quad \cdot \omega}{v_{rearwheel}} \right)^{2}}}}$

[0093] It is clear that the geometrical wheel slip for a pair of wheels on the inside of the curve may be obtained by using wheel velocities corresponding to wheels on the inside of the curve and the geometrical wheel slip for a pair of wheels on the outside of the curve may be obtained by using wheel velocities corresponding to wheels on the outside of the curve.

[0094] The preceding description of the exemplary embodiments according to the present invention is used only for illustrative purposes and not for the purpose of restricting the present invention. Various changes and modifications are possible in the framework of the present invention without leaving the scope of the present invention and its equivalents. 

What is claimed is:
 1. A system for controlling and/or regulating the driving response of a motor vehicle having at least two wheels, including: at least one sensor device (12), which detects a wheel speed of at least two wheels (12), and a data processing device (16), which determines at least one motion relationship of at least two wheels (10) relative to one another according to the wheel speeds detected, wherein the data processing device (16) further establishes at least one cornering motion variable of the vehicle according to the at least one motion relationship determined.
 2. The system according to claim 1, wherein the data processing device (16) determines a speed differential of two wheels (10) as the motion relationship and establishes a yaw rate and/or a curve radius and/or a transverse acceleration and/or a geometrical slip of the vehicle as the at least one cornering motion variable.
 3. The system according to claim 1 or 2, wherein at least two wheels (10) lying opposite one another in the transverse vehicle direction, preferably also at least two wheels (10) arranged one behind the other in the longitudinal vehicle direction, and particularly preferably every wheel (10) of the vehicle, are each assigned a sensor device (12).
 4. The system according to one of the preceding claims, wherein the at least one sensor device (12) is a tire sensor device and/or a wheel bearing sensor device.
 5. The system according to the preceding claims, wherein it includes a memory device (18) for storing detected and/or established values and for storing selected vehicle geometry data.
 6. The system according to one of the preceding claims, wherein the data processing device (16) outputs an actuating signal according to the cornering motion variable established, and the system also includes an actuator (20) which influences an operating state of the motor vehicle according to the actuating signal.
 7. The system according to one of the preceding claims, wherein the data processing device (16) and/or the actuator (20) is/are assigned to a device (20) for controlling and/or regulating the driving response of a motor vehicle, such as a TCS (20), an antilock braking system, or an ESP system.
 8. The system according to one of the preceding claims, wherein the device (20) for controlling and/or regulating the driving response of a motor vehicle selects control and/or regulation algorithms as a function of the at least one cornering motion variable established.
 9. The system according to one of the preceding claims, wherein the actuator (20) is assigned to a TCS (20) which switches between traction-prioritized and driving stability-prioritized regulation as a function of the curve radius established, preferably taking the vehicle velocity into consideration.
 10. A system for controlling and/or regulating the driving response of a motor vehicle having at least one wheel (10), the geometrical slip and/or the curve radius and/or the yaw rate of the vehicle being established from the wheel motion behavior detected.
 11. A method of controlling and/or regulating the driving response of a motor vehicle having at least two wheels, including the following steps: detecting a wheel speed of at least two wheels (S01), and determining at least one motion relationship of at least two wheels according to the wheel speeds detected (S03), wherein it includes the following further step: establishing at least one cornering motion variable of the vehicle according to the motion relationship determined (S04, S05, S06, S08).
 12. The method according to claim 11, wherein the step (S03) of determining the motion relationship includes determining a speed differential of two wheels (S03).
 13. The method according to claim 11 or 12, wherein the step of establishing (S04, S05, S06, S08) the at least one cornering motion variable includes establishing a yaw rate (S04) and/or a curve radius (S06) and/or a transverse acceleration (S05) and/or a geometrical slip (S08) of the vehicle.
 14. The method according to one of claims 11 to 13, wherein the yaw rate is established on the basis of a differential velocity of wheels lying essentially opposite one another in the transverse vehicle direction, a track width of the vehicle, a wheelbase of the vehicle, and the wheel speeds of non-driven wheels.
 15. The method according to one of claims 11 to 14, wherein the curve radius and the transverse acceleration are established with reference to the wheel speeds of non-driven wheels and the yaw rate.
 16. The method according to one of claims 11 to 15, wherein the geometrical slip for the vehicle sides on the inside of the curve and on the outside of the curve are established with reference to the wheelbase of the vehicle and the distance of a wheel on the inside of the curve to an instantaneous pole of the vehicle.
 17. The method according to one of claims 11 to 16, wherein the geometrical slip for the vehicle sides on the inside of the curve and on the outside of the curve is established with reference to the wheelbase of the vehicle, the yaw rate of the vehicle, and a wheel speed of at least one wheel of the vehicle side on the inside of the curve or on the outside of the curve.
 18. The method according to one of claims 11 to 17, wherein an established wheel slip is corrected by the established geometrical wheel slip during cornering (S09).
 19. The method according to one of claims 11 to 18, wherein the established geometrical wheel slip of the wheels on the outside of the curve is taken into consideration during the slip threshold calculation of slip-based control and/or regulation devices, such as an antilock braking system and/or a TCS. 